Claus kxpcke



(No Model.)

C. KOPGKE. RAILWAY TRAGE.

Patented Apr. 4, 1893.

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UNITED STATES PATENT OFFICE.

CLAUS KPCKE, OF DRESDEN, GERMANY.

RAI LWAY-TRACK.

SPECIFICATION forming part of Letters Patent No. 494,718, dated April 4,1893.

Application lecl January l0, 1893. Serial No. 457,890. (No model.)Patented in Germany Novembre? 24, 1891, No. 65.623.

.To all whom it may concern:

Be it known that I, CLAUS KPCKE, of Dresden, in the Kingdom of Saxony,in the German Empire, have invented certain new and useful Improvementsin Railway-Tracks, (for which I have obtained a patent in Germany, No.65,623, dated November 24, 1891,) of which the following is aspecification.

The object of this invention is to provide for quickly eiecting thestoppage of railway trains or vehicles in case of danger or exigency.

The main feature of the invention consists in an additional track ofsuitable length which I call a sand track arranged parallel with thepermanent track for regular traffic but at a lower level and coveredwith a layer of sand, gravel or other material of similar nature up toabout the level of the permaz o nent track, the said sand track and thepermanent track being connected by a switch by which in case of dangeror exigency,fa vehicle or train may be directed on to the said sandtrack for the purpose of stopping it.

Figures 1 and 2 of the drawings represent transverse sections of twodifferent examples of my invention. Fig. 1a is a plan view correspondingwith Fig. 1 but on a smaller scale and has indicated upon it by a line AB Where the section Fig. 1 is taken. Fig. 2a is a plan view on the samesmaller scale corresponding with Fig. 2 and has indicated upon it by theline C D where the section Fig. 2 is taken. Figs. 1b and ,2b representlongitudinal vertical sections corresponding with Figs. 1 and 2respectively.

Similar letters of reference designate corresponding parts in all theligures.

It is common to both examples illustrated, that the sand track isconstructed of a second pair of rails which are of less height, forabout the thickness of the sand layer, than the rails of the permanenttrafc way in order to permit the use of the cross sleepers of thepermanent trafic way for the rails of the sand track also. As the railsof the sand track are not subject to much wear and tear on account oftheir coming Very seldom into use, such rails may, Without risk in thedirection of safety, be much lighter than those of the permanent way andthere need be no chairs for the sand track rails as is usual for therails of permanent way when Wooden sleepers are employed.

In the example Figs. 1 and 1a the second pair of rails b b belonging tothe sand track are represented as mounted on wooden cross sleepers d andprovided with Wooden guard sleepers c c on both sides of each rail b. YA

the gradient is in conformity with the thickness of the layer of sand c.@ne pair of the guard sleepers c c on the side of the sand track outsidethe permanent track is extended up tothe joint of the switch. Four guardsleepers c are represented arranged one on each side of each sand trackrail, although it may suflce to arrange one of such sleepers only eitherinside or outside of each sunken sand track rail.

In the plan Fig. 1a the entrance switch fof the sand track isillustrated as being open. The guard sleepers are shown with their endsbeveled. The connections for the switch with the signal and with theoperating lever are also indicated.

The example Figs. 2 and 2a illustrate an arrangement of the sand trackwhich requires the least width. In Fig. 2 it is supposed that the lefthand rail ce of the permanent Way serves as the outer and the right handrail a of the permanent way serves as the inner guard rail of the sandtrack for which reason the bolts of the {ish-plates of the permanent Wayor traiiic rails o, on the sides facing the sand track do not protrudebut their heads are countersunk flush with the edges of the permanentway rails. In this example angleirons are provided as guard rails on theleft hand side as the inner and on the right hand IOO In Fig. 2f* thereis shown for the sand track Y besides an entrance switch f, an exit oroutlet switch. The guard rails c are prolonged in the switch curves atthe outer side of the latter up to the switch joints where said railsextend above the permanent way rails for about live centimeters, anextension to such a degree being admissible. The connections for theentrance switch with the signal at one side and with the box at theother side are also indicated in Fig. 2t.

The entire length of the sand track must depend in each case upon thesupposed maxi mum speed and the length of the train of vehicles to bestopped. The thickness ot the layer of sand orgravel in the examplesillustrated is proposed to be five centimeters in consideration of thesand track being arranged as a loop track for preventing undueprotruding ot' the permanent way rails in the normal gage of the sandtrack; however the covering layer of sand may be increased t0 increasethe resistance, if the sand track is arranged free, that is to say,outside the normal gage of other rail tracks.

As it is not intended to propose any special substructure, wooden oriron sleepers, cross or longitudinal sleepers, or to limit thearrangement of the sand track to any special superstructure, theaccompanying illustrations are only given as mere examples and thereforeno means for fastening the rails have been indicated.

It may be understood that my sand track may serve to prevent collisionof an incoming train with any obstacle on the main permanent way ortraffic line. As an example I may mention that such a sand track may beconstructed in connection with an inclined part of a main line at ornear the base of such inclined part or between the base of an inclineand a station. In such case a train coming down the incline over whichtrain the driver has lost control from some cause or other, may bedirected or shunted oif from the metals ot the permanent or traffic wayinto the sand track in which the resistance of the layer of sand above`the rails of such track will cause a stoppage of the train withoutinjury to men and material, whereas the continuation of travel of thetrain on the permanent way or traiiic rails might prove fatal to men anddamaging to the material. Another example would be the requiredprotection of a detained train against the collision with a followingone whose driver had overlooked the stop signal at the rear of thedetained train. Therefore it would be recommendable to provide with sandtracks such points of a railroad where the detention of trains isfrequently occurring.

The retarding effect of a sand layer of tive centimeters has been foundby experiments, with four empty to ten loaded cars and with velocitiesfrom four meters to twelve and onehalf meters per second, to be betweenone sixteenth and one twelfth of the entire weight, diminishing withincreasing weight but increasing wth the velocity. The increase of theretarding effect with the velocity is a striking advantage of the sandlayer over the friction brakes with which railway vehicles are commonlyprovided.

Vhat I claim as my invention isl. The combination with the main orpermanent track of a railway, ot` a second track parallel with saidpermanent track but at a lower level, a layer of sand, gravel or similarmate rial on said second track, and an entrance from said permanenttrack to said second track, substantially as herein set forth.

2. The combination with the main orpermanent track of a railway, of asecond track parallel with said permanent track but at a lower level, alayer of sand, gravel or similar mate rial on said second track and aswitch at either end of said second track for connecting it with themain or permanent track, substantially as herein set forth.

3. The combination with the main or permanent track of a railway, of asecond track parat lel with said permanent track but at a lower level, alayer of sand, gravel or similar material on said second track, guardsleepers on one or both sides of said second track and an opening fromsaid main or permanent track to said second track, substantially asherein Set forth.

In testimony that I claim the foregoing as my invention I have signed myname in presence of two subscribing witnesses.

CLAUS KOPOKE. Witnessesz LOUIS BEYER, 'WILHELM VIESENHTTER.

